Brake cylinder release valve with retainer control



July 13, 1948. w. F. KLEIN 2,444,993

BRAKE CYLINDER RELEASE VALVE WITH RETAINER CONTROL Filed March 24, 1947 RETAINING VALVE.

4 AUX. RES.

suPP. RES.

BRAKE. cYL.

ZSnnentor William Fr ede rick Klein Patented July 13, 1948 CYLINDER RELEASE WITH RETAINER CONTROL William F; Klein,,Wate1-town, N, Y., assighor to he New York Air Brake Company; at 13611618,?

Application March e4, 1941, Serial No. 736,726

4 8 fila lins. (Cl; 3635 70) invention relates to air-brakes and particularly to a special inter-relation of a brake cylinder release valve and a retainer affording advantageous control and inhibiting misuse of the relea-se valves n I 'The'patents to-lF'ic-leert #2 ,302 3'77, November 1 2 f19j42 and#2,-,392,l;85, January 1, 194's, disclose sel frestormg release valves designed for intenpositicm between a brake controlling valve device and the brake cylinder controlled therebye Such a valve be operated to release a brake app catien on acar, without requiring bleedin of its reservoirs. The saving of com-pressed air thus effected is of great economic advanta e, and the saving of the time required under past practice to bleed and r'ecfia i g e reservoirs is of even greater importance rom the standpoint of exeoitmgnam movempt.

D spite, these advantages the sug estion has been made that the release -valves can be used under the following circumstances. Suppose a trainstar'ts down a. l'on'g grade retainers set and stalls on thegrade. :Under the operating rules, the required procedure is to 1 qpe'n enough retainers to permit the train to resetting of the release valves of the time here under discussion depends on releasing flow through-the brake controlling valve device, and since a. set retainer limits-such flow, brakes so released would remain inoperative as long as thelrioetairfers Maia-inset. mrrce iingthat-such Mizimotice, if followed as to a considerable number of cars; could create a dangerous conditi'on, ft is weli eved that brakemen would indiilge in a gross violation operating rules, ipai ticumay where their safiety would be at stake. However the 'r'eleas'e valve can be fobl-proofe'd am we te'spect and thee be :given rrew and valuame-eses. I

this ehii the mvention provides a simple means toisuspendthe tib'h'ot the retainer "as to as? brake 'to'r-aromieg tome tlevicefwhese "cylinii'ei is veiitea hya release t me. reestabfishes-th setf teetering or the release so that even the 'n'e'ssilziili-ty a dangerous bei iflififon is elifitltialkd. Moreover, I the kti am can be started with all retainers set, s'iihifili' 451'; operating a few release vaives "W lden reset as ti'onwin then reafipiyaii the brakes so released and subject them to retainer control.

in its broadest aspect the invention involves venting the retainer pipe whenever the release valve is effective to vent the related brake cyhn der. This can be accomplishedin various ways, but the simhlestfland probably the bestfarrangee meht connects the retainer 'iiipe With thereiated brake eylinder through a ome-way n w valve which perm ts flowtoward but'hotffroin the brake cylinder. Then the] "retainer frame is vented whenever the related brake cylinder is rented. "Thus, release fiovtcan occur through the brake controlling valve, device and cause the related release ve1ve to reset; I

A simple embodiment or the invention win new be described by referenceto the accompanying drawing, in which the ingle figure is "an anal vertical section df a release valve (or the type shown in Patent #2392335). connected according to the inve'iition with an ABeontroi valve, retainer valve and hrakecyli'nder. In this View the control valve, retainer valve brake cylinder and pipe conn ction-s, all or which are bothmercially standardized., are drawn in miniature, to save space, thus ipermitting'the release valve and related check valves to be shown on an adequate scale.

g In 'he following detailed description of constrlltiqn and operat on reference 'Will We made to the AB eofitrol valve "not in a limiting sense, but as a typical brakeocon trolling valve device. I,

The pipe bracket of an AB control valve is indicated at l5, the body or the emer ency portion is indicated at I, and thebody 'b'fthe service .pdrt'ion at 8 Theusiialreservoir bleed valve is indica-ted "at 9. This bleed'valve need not be dis- ;pensed "with, but it would be supplanted for most purposes by the release valve or the "present in"- 'vention.

The brake pipe is indicated at 11 and has]? branch which leads through a dust collector 1'2 to the "pipe bracket. The brake cylinder connection appears at It, the auxiliary reservoir conneutron at it, and'the supplemental reservoir connection at l5. Fragments (if the two reservoirs appear in the drawing and are identified by legend's U A make "cy'l'in'der is indicatedat it. 're lease "valve is interposed hetween the "brake cylincor-connection 1'3 the brake cylinder f6. main body portioh oi the release valve is sh'o'wn at 'amils intl'ie form of attired casfihr'gf hav- 'ihga cliamber f-l and a h'ahiberfl. Body -is time etive brakes r l as -ai p mounted on aii'ii lirackettt which has-ohaw is shown as formed on an insert or spider 21 whichv is sealed by gaskets 28 and 29 and which is clamped by a cap 3| of the form clearly shown.

in the drawing.

The cap 3| is bolted to the top of thehousing 2| and clamps the peripheral margin of a flexible diaphragm 32 shown as of the slack or corrugated type.

The lower side of the diaphragm is subject to The diaphragm is subject on its upper side to pressure in a the pressure in the chamber 22.

chamber 33wliich is connected by a passage 34 with a chamber135 formed in the lower end of the housing 2|. The chamber 23and thecha'mber 35 communicate with each other through the bore of a bushing 36 which is pressed into an opening extending between these two chambers. ,The bushing 36 has lateral ports'31 which communicate with an annular passage 38 and through 'the passage 38 with passage 34 and consequently with'v the chambers 33 and 35.

Controlling discharge from the bottom of the chamber 35 is anupwardly presented valve seat ,39 formed on the upper endof a bushing which is pressed to place. A valve body 4| carries on its lower end a rubber'faced valve 42 which normally seals against seat 39 and; carries at its upper end' a rubber faced va1ve"43'which'1nay close against the seat 26 at which time the valve 42'will be lifted from its seat 39.

'[Ihe valve 42 is shown in the drawing as a Resting on the head 56 is the lower end of a stem 58 which is guided by a guideway formed in a spider 59 clamped between the housings 2| and 54. The rim of the spider has throughports as shown. The stem 58 isbiased downwardly by a spring 6|. If the head 56 is tilted in any directipn the eijf ect is to iorce the stem 58 upward; ahdQsince the stern M il i l e with the valve body 41; the effectoftilting the head 56 is to force the valve body 4| upward against the "resistance of spring 5| so as to open the valve 42,

separate component connected tothe valve body 4| 'by a machine screw.' The valve 43 is formed integrally withthe body. Anupwardly extending stem 44 passes through the center or the diaphragm 32 and: is clamped to'the center of the diaphragm by a flanged sleeve 45, a thrust plate 46, which overliesfthe diaphragm, and a nut V i The extreme upper end of the stem 44 projects above the nut 41 and is reduced in diameter as indicated at 48. This reduced end 48 is guided in a bushing 49 pressed into the cap 3|. A bias ing spring 5| of moderate strength urges the diaphragm'32, the stem 44 and the valve body 4| downward so'that the valve 42 is normally seated and the valve 43 is normally unseated. The valve body 4| has a peripheralflange or rim, 52. which encircles it between the valves 42 and 43, the fian'ge being'so located that when valve 42 is closed, the flange 52' fully exposes the ports, 31. Ward'sufiiciently to close the valve 43'against the seat 26, the ports 31 arethrottled but not com pletely closed.

The valve body 4| is centered and guided in the bushing 36 by radial wings 53. p

Ahousing 54 of the form shown is attached to the bottom of the housing '2| by machinescrews, one of which appears at 55; The housing 54 has an integrally flanged opening in its lower end in which is mounted a universally tiltable actuator comprising a ported head 56 which seats at its However, if the body ,4|, ismovedupthrottle the ports. 31 and close the valve 43.

The'i' 'st'ructure so far described conforms to the disclosure of Patent #2392485.

The exhaust of the AB control valve is connected-toretainer-pipe 62 which leads to retainer 63. This can be of any desired type but is shown as of the'standard four-position type.

.lnposition of the retainer, free exhaust is afforded; in position 2,.ten pounds, and in position 3, twenty po'tuids brakez cylinder pressures are retained, while position 4 afiords a slow or restricted release flow. I

, Bolted to bracket-25is a check valve body 64in which are twoch'eck valves arranged in series a ball check valve 65 and a rubber faced check valve 66 lightly urged to itsseat by coil compression spring 61. A flow limiting choke 68 is provided to limit flow-if the check valves should leak. A branch pipe 65 leadsfrom the retainer pipe 62 to bracket 25'through which it is connected with choke 68; The space above check valve 66 is in free communication with chamber 23, and hence with brake cylin'der' l6 and chamber 33 of the release valve.

Operation.

Since the retainer isinefiective to-prevent or limitreleasing flow through the control valve when the release'valve is open, the release valve can reset without any interference by the retainer. Hence, the release valve can always perform, in the manner described in the Pickett patents, all the functions which it was originally designed to perform. It will release the brakes and preserve the reservoir charges in a car out out for switching.

Inaddition, the release valves on one or more cars can-be used safely to free a'train stalled on a grade'with retainers set. If the release valves are operated while the control valves. are in release position, each release valve vents its brake cylinder and at once resets. Thus, the corresponding retainers remain set and subsequent applications and releases are subject to retainer control; a distinct advantage under some conditions. This =0peratio-n can be used safely 1 on grades to start after. a stall without manipulating anyiretainers.v I

' While the invention has-been described and discussed as used with a control valve of the AB type, it is available ,for use between any control valve and its brake cylinder. It is peculiarly valuable with the AB controlvalve because that valve is used for freight service and requires large reservoir volumes. 1 Furthermore,'freight trains are .very long sozthat the time required for chargingreservoirs entails serious delays in train movement. The device can, however, be used with a single reservoir control valve, such for example as thewellknown Ky-type triple valve. It can be used also with control valves on passenger cars. 7, i

, What is claimed is:

1. The combination of a: brake controlling valve device having a brake cylinder connection and an exhaust connection; a retainer applied to said exhaust connection and settable to a an abnormal position in which it closes the connection and vents the brake cylinder; manually operable means for shifting said release valve to said abnormal position; resetting means responsive to exhaust flow through the brake controlling valve device and then serving to return the release valve to normal position; and means effective in the abnormal position of the release valve to suspend the exhaust limiting function of the retainer.

2. The combination of a brake controlling valve device having a brake cylinder connection and an exhaust connection; a retainer applied to said exhaust connection and settable to a retaining position in which it limits exhaust flow; a brake cylinder connected with said brake cylinder connection; a release valve interposed in the last named connection and having a normal position in which it opens the connection and an abnormal position in which it closes the connection and vents the brake cylinder; manually operable means for shifting said release valve to said abnormal position; resetting means responsive to exhaust flow through the brake controlling valve device and then serving to return the release valve to normal position; and means effective in the abnormal position of the release valve to aiTo-rd an auxiliary flow passage from the exhaust connection of the brake controling valve device to atmosphere.

3. I he combination defined in claim 2, in which said auxiliary flow passage leads from the exhaust connection of the brake controlling valve device to a space in communication with the brake cylinder, and one-way fiow valve means are interposed in said flow passage and serve to permit fiow toward the brake cylinder and inhibit reverse flow.

4. The combination defined in claim 2, in which said auxiliary flow passage leads from the exhaust connection of the brake controlling valve device to a space in communication with the brake cylinder, and a fiow restrictor and one-way flow valve means are interposed in said flow passage and serve to permit flow toward the brake cylinder and inhibit reverse flow.

5. The combination of a brake controlling valve device having an exhaust passage; a retainer valve settable to limit flow through the exhaust passage of the brake controlling valve device; a brake cylinder connected to be controlled by said brake controlling valve device; and a selfrestoring releasing mechanism interposed in said connection, and comprising a releasing valve having a normal position in which it connects the brake cylinder and brake controlling valve device and an abnormal position to which it may be shifted and in which it isolates and vents said brake cylinder and opens a secondary exhaust path from the exhaust passage of the brake controlling valve device, yielding means biasing said gized to hold said releasing valve in said abnormal position against the urge of said biasing means, means associated with said releasing valve and serving in said abnormal position to energize said motor with fluid pressure maintained by the brake controlling valve device, and manually operable means for shifting said release valve to its abnormal position.

6. The combination of a brake-controlling valve device having an exhaust passage and a brake cylinder connection; a retainer settable to limit fiow from th exhaust passage; a brake cylinder connected with said connection; a self restoring releasing mechanism interposed in said connection and comprising an expansible chamber' motor having two working spaces separated by a movable abutment the first working space being subject to braking pressures established by the brake controlling valve device, a release valve connected with said abutment to be shifted thereby between two positions, namely a normal position assumed when the abutment is shifted toward the first working space and in which the release valve connects the brake cylinder and the brake controlling valve device and also connects the two working spaces, and an abnormal position in which the valve interrupts the two connections just mentioned and vents the brake cylinder and the second working space, yielding 'means insufiicient to resist effective braking pressure in the first braking space and serving to bias the abutment toward said normal position and manually operable means for causing said valve to shift to said abnormal position; and a connection affording an auxiliary vent from the exhaust passage of the brake controlling valve device and controlled by said release valve so as to be open in the abnormal and closed in the normal positions thereof.

7. The combination defined in claim 6, in which the auxiliary vent communicates with the brake cylinder, so as to be vented when the brake cylinder is vented, and a check valve is interposed to preclude outflow from the brake cylinder through said auxiliary vent.

8. The combination of a brake controlling valve device having an exhaust connection and a brake cylinder connection; a retainer valve having a release setting and a pressure retaining setting; a check valve; a brake cylinder; flow connections from the exhaust connection to the retainer, and through the check valve to the brake cylinder; a flow connection between the brake cylinder connection and the brake cylinder comprising a release valve having a normal position in which it opens said connection and an abnormal position in which it closes said connection and vents the brake cylinder, said release valve including pressure responsive means serving to retain it in abnormal position when subjected to brake applying pressure by the brake controlling valve device and to restore it to normal position when said pressure is released by the brake controlling valve device; and operator-operated means for moving said release valve to said abnormal position.

WILLIAM F. KLEIN. 

